Engine.



PATENTED MAR.. 21, 1905.

E. E. LINDE.

EN GINB.

APPLICATION FILED MAR-3.1904.

3 SH "HTS-SHEET l.

No. 785,260. PATENTED' MAR. 21, 1905. B. B. LINDB.

ENGINE.

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Patented March 21, 1905.

PATENT Orricac EWALD E. LINDE, OF SLATER, COLORADO.

ENGINE.

SPECIFICATION formingpart of Letters Patent No. 785,260, dated March 21, 1905.

I Application filed March 3, 1904. Serial No. 196,367.

To (LZZ whom, it may concern.-

Be it known that I, EWALD E. LINDE, a citi- Zen of the United States, residing at Slater, in the county of Routt and State of Colorado, have invented new and useful Improvements in Engines, of whichthe following is a specification.

This invention relates to engines of the compound type, in which'two sets of cylinders and pistons are employed, the object of the present invention being to provide what may be termed a telescopic compound engine, in which the cylinders are arranged one within the other, one of the cylinders constituting also one of the pistons, while the remaining piston operates within the said combined piston and cylinder. The connecting-rods and transmission-gear are so constructed and related to each other that the combined power and motion of both pistons is transferred directly to the crank-shaft, from which the combined power is taken and transmitted to any desired point. a

The invention contemplates special means for carrying out the objects above referred to and also has reference to the arrangement of valve for controlling the admission of steam to and the exhaust of the same from the cylinders, whereby the movements of the pistons are so timed as to prevent the same from simultaneously reaching the end of their stroke, thus overcoming dead-centers and producing an engine which is free from the usual jarring and jerking motion so common in reciprocatory engines. By reason of the construction hereinafter described and the incident use of long connecting-rods the pistons are caused to I travel-with the same speed toward each end of the stroke, thus producing smooth-running qualities and enabling the engine to be operated at a very low or very high rate of speed and also avoiding the necessity of resort to large and heavy balance-wheels.

With the above and other objects in view the invention consists in the novel construc tion, combination, and arrangement of parts, as hereinafter fully described, illustrated, and claimed.

In the accompanying drawings, Figure l is a side elevation of an engine embodying the desired formation. Where I-beams are employed, the same are connected by cross-bars 2, upon which the cylinder and steam-chest are supported, and an additional cross-piece 3 of suitable length'to form a lower guide and support upon which the slotted cross-head 4, hereinafter more particularly described, moves and has its bearing. The mainengine-cylin der 5 may be of any suitable length and diameter, according to the power of the engine, and

' is provided at its opposite ends with cylinderheads 6, provided with suitable stufling-boxes 7 and glands 8 for the piston-rods, hereinafter referred to.

Mounted within the cylinder 5 is what I term a cylinder-piston 9, enough smaller in external diameter than the internal diameter of theoylinder 5 to leave an annular space between the two, as shown, the said annular space being divided by means of a partition or stationary abutment 10 to form high-pressure chambers 11 and 12, located at I opposite sides of the abutment. The stationary abutment 10 is located centrally of the cylinder 5, while the cylinder-piston 9 is provided at its opposite ends-with heads or flanges 13, which move in contact with the inner surface of the cylinder 5 and operate on opposite sides of the stationary abutment, as clearly shown in Figs. 2 and 3. The abutment 10 is provided with a suitable packing 14 to secure a steam-tight joint between the abutment and the cylinder-piston 9, while the :heads or flanges 13 are also provided with packing-rings 15 to obtain steam-tight joints between the same and the inner surface of the piston 5.

Mounted within the cylinder-piston 9 is a secondary piston 16, provided with exterior packing to secure a steam-tight joint within the cylinder-piston 9. The piston 16 may be built up or extended longitudinally at both ends, as shown at 17 in Fig. 2, or the cylinderheads 6 may be provided with inwardly-projecting cylindrical extensions 18, as shown in Fig. 3, in place of extending or building up the piston 16, the object of the extensions 17 or 18, as the case may be, being to give less clearance.

Parallel piston-rods 19 are connected at one end to one of the heads or flanges of the cylinder-piston 9 and are attached at their opposite ends to a reciprocatory cross-head 20, mounted in suitable guides 21, located at one end of the engine, the cross-head 20 being provided with oppositely-projecting trunnions 22, which are operatively connected with the wrist-pins 23 on the balance-wheels 24 of the crank-shaft by means of long and preferably double connecting-rods 25, which are provided at their opposite ends With bearings 26, which receive the trunnions 22 andwristpins 23, as clearly shown in Figs. 1 and 3. By the mechanism just described the motion of the cylinder-piston 9 is transmitted to the crank-shaft, which is shown at 27.

The piston-rod 28 of the secondary piston 16 extends through the opposite cylinderhead and connects at its outer end with the cross-head 4, which is provided with a vertically-elongated slot 29, in which is mounted a bearing 30, movable up and down in the slot 29 and receiving the central journal portion 31 of the crank-shaft 27. In this Way the motion of the secondary piston 16 is transmitted to the crank-shaft The combined power of the two pistons transmitted to the crank-shaft is taken therefrom by a single connecting-rod 33, and thereby transmitted to any desired point. The power of the crankshaft may, however, be transmitted by any other usual or preferred means. The crankshaft is shown as journaled in bearings 34, located between the balance-Wheels 24, and the balance-wheels may be set far enough apart to admit of the removal of the adjacent cylinder-head. The guides 21 may for alike purpose be set farther apart.

35 designates the valve-chamber or steamchest, in which is mounted a slide-valve 36, the same being connected at one end to a rod or stem 37 which passes through a stufiingbox 38 at one end of the steam-chest and connects pivotally at one end, 89, to the upper end of a lever 40, fulcrumed at its opposite end 41 on the machine-frame and having pivotally connected thereto at an intermediate point, as shown at 42, the stem 43 of a strap 44, which embraces an eccentric 45 on the crank-shaft 27 whereby a reciprocatory movement is imparted to the slide-valve and properly timed with relation to the movements of the primary and secondary pistons, so as to admit and cut off the steam at the proper times. casing or steam-chest 35 is provided interiorly with steampassages 46, extending around they inner surface thereof, while the valve 36 is provided with cylindrical portions 47, movable across the passages 46, for alternately opening and closing the same, the portions of the valve between the cylindrical parts 47 being reduced, as shown at 48, to allow the steam to move from one passage to another. The passages 46, which are located nearest the ends of the steam-chest, are connected by ports 49 and 50 with the opposite ends of the cylinder 5, while the intermediate passages 46 are connected by ports 51 and 52 with the central portion of the cylinder 5, so as to conduct the steam to and from the high-pressure chambers 11 and 12, while the other ports,49 and 50,conduct the steam to and from the low-pressure chambers formed by the opposite ends of the main cylinder 5 beyond the opposite ends of the cylinder-piston 9 and the opposite faces of the secondary piston 16.

53 designates the steam-supply pipe, which enters the center of the steam-chest or valvecasing, while 54 designates the exhaust-pipe, which leads off from that end of the steamchest which is opposite-that end of the steamchest through which the valve-stem 37 passes.

From the foregoing description it will be seen that the two pistons operate out of unison and reach the ends of their strokes at different times, thus avoiding any possibility of a dead-center and also relieving the jarring and jerking motion which results from the use of a solitary piston, one piston serving to cushion the other. It will also be seen that the power of each piston is transmitted to the crank-shaft by independent connections and that the slide-valve is actuated from the crank-shaft and properly timed so as to admit steam to the cylinder and cut the same oif therefrom at properly-timed intervals. It will also be understood that the engine is susceptible of changes in the form, proportion, and minor details of construction which may accordingly be resorted to without departing from the spirit or sacrificing any of the advantages of the invention.

Having thus described the invention, what is claimed as new is 1. In a steam-engine, a cylinder, a highpressure piston movable therein, said piston being interiorly cored to serve as a cylinder for a low-pressure piston, and means for controlling the admission of steam to said cylinders.

2. A compound engine comprising a cylinder, a hollow cylinder-piston mounted therein, and having a cylindrical bore from end to end, a secondary piston mounted within the cylinder-piston, means for admitting steam to the cylinder so as to operate the primary and secondary pistons out of unison, and means interposed between said pistons and the en- The valvegine-shaft for transmitting the combined as described;

3. In a steam-engine, a cylinder, divided by circumferential abutment, a high-pressure piston movable in the cylinder, said piston being cored to form an auxiliary cylinder, a low-pressure piston within said auxiliary cylinder, and a valve for controlling the admission of steam each side of said abutment to operate the high-pressure piston and the lowpressure piston.

4. In a steam-engine having a cylinder, a.

highpressure piston working therein, said piston being cored to form an auxiliary cylinder, a low-pressure piston operative within said cylinder, and means for admitting steam to the cylinder to operate said pistons out of unison.

5. A compound engine comprising a cylinder, a crank-shaft, a cylinder-piston working in the cylinder, a secondary piston working in the cylinder-piston, clearance-reducing extensions between the heads of the cylinder and the secondary piston, and suitable connections for transmitting the motion of both pistons to the crank-shaft.

6. A compound engine comprising acylinder, a cylinder-piston mounted therein and constructed to leave an annular space between it and the inner wall of the main cylinder, heads or flanges at opposite ends of the cylinder-piston, a stationary abutment within the main cylinder in contact with the cylinder-piston, and dividing said annular space into two high-pressure chambers, a secondary piston mounted within the cylinder-piston, a crank-shaft, and connections between the two pistons and the crank-shaft whereby the combined power of the pistons is transmitted to the crank-shaft, substantially as described.

7. A compound engine comprising a cylinder, a cylinder-piston mounted therein to leave an annular space between it and the inner wall of the cylinder, heads or flanges at opposite ends of the cylinder-piston which define low-pressure chambers at opposite ends of the main cylinder, a stationary abutment located centrally of the main cylinder, and dividing the annular space into separate highpressure chambers, a steam-chest provided with two sets of ports leading to the high and low pressure chambers, and a slide-valve operatively connected with the crank-shaft and adapted to alternately open and close said steam-ports, substantially as and for the purpose described.

8. A compound engine comprising a cylinder, a crank-shaft having balance-wheels, a cylinder-piston working in the cylinder, and having rods extending through one head of the cylinder, a sliding cross head to which said rods are attached, operative connections between said cross-head and balance-wheels, a secondary piston working in the cylinderpiston, with its rod extending through the other end of the cylinder, and a slotted sliding cross-head in movable connection with thisfrod and operated directly from the cranksha t.

In testimony whereof I aflix my signature in presence of two witnesses.

EWALD E. LINDE.

Witnesses:

ROY JAIN, I. L. STEVENSON. 

